Internal combustion motor



Dec. 13, 1932. c, F. NARDIN INTERNAL COMBUSTION MOTOR 2 Sheets-Sheet 1 Filed March 1. 1927 INVENTOR Uelestin EW'm-din B A TTORNEY Patented Dec. 13, 1932 PATENT OFFICE GELESTIN F. NARDIN, F OZONE EARK, NEW YORK INTERNAL COMBUSTION MOTOR Application filed. March 1, 1927. Serial No. 171.3%.

This invention relates to internal combustion motors, and more especially to those of the two-cycle it pe, and includes means for using any kin of liquid or semi-liquid fuels in the motor with complete safety and eficiency of operation, and without requiring any change to be made in the motor.

t also includes means of cooling the internal surfaces of the motor; of cleaning the cylinders .of the burned gases; of increasing,

or boosting up, the compression of the motor through the use of suitable means, such as a centrifugal air compressor, built integral with the motor, and geared preferably direct to the crank shaft, and supplyin compressed air to each cylinder in turn, thisieing accomplished through proper timing with the aid of a simple rotary valve.

An ob]ect of the invention is'to simplify the construction of internal combustion motors while increasing their range and usefulness, as well as increasing the diversity of fuel which can be used successfully. I

Another object is to provide a motor the power of which is many times that of the present-day type of motors for a given size, cylinder capaclty, and weight.

Another object is to reduce the number of wearing parts in such motors, thus increasing the length of their life in service, reducing the manufacturing and operating costs, and

yet permitting the motors to operate with greater safety and case.

A further object is to provide such a mo tor which has the vital advantages of being more efiicient and economical in operation, particularly as regards the cost of fuel consumed per time unit of power generated, and the minimum number of pounds weight per horse-power. These vital characteristics appear in a motor of this type, which is known as the Semi-Diesel, two-cycle, high compression, high speed, and of the kind usually referred to as solid injection.

To permit the successful operation of the motor with a variety of fuels, the ordinary t pe of carburetor alone could not be used.

nstead, the disclosure shows a fuel reservoir located in the cylinder head, in which the fuel is stored under slight pressure, a small gear-pump being used for this pur ose and being driven by an external sha t. This. pump and shaft is not shown in the drawings, being standard practise. It can be positioned anywhere along the cylinder head wall where access can be had to the fuel reservoir.

Other. objects of the invention will appear as the description proceeds. 4

Referring to the accompanying drawin 39 wherein, for the purpose of illustration on% there is disclosed an embodiment of the invention:

Figure 1 is a side elevation in outline of the invention adapted particularly for use in driving an automobile or road vehicle, or wherever the greatest power with minimum weight and bulkiness is desired.

Figure 2 is an enlarged fragmentary view, showing particularly the detail of the fuelvalve operating mechanism.

Figure 3 is a side sectional view, but partly in elevation, along the plane(s) 33 of Figure 1, showing the internal construction and arrangement of theessential operating parts of the motor. I v

And Figure 4 is an enlarged detailed fragmentary view in sectional elevation, along the plane 4-4 of Figure 1, of one of the cylinders and cylinder-heads with its associated parts.

In these drawings, similar reference characters indicate corresponding parts throughout the several views. v

Referring in detail to the drawings, there is disclosed the usual form of cylinder block 1, the crank case2 secured beneath the block, an air compressor secured in its casing 3 at one end of the block, an enclosed fly-wheel 4 at the other end, an air-inlet manifold pipe 5 connecting the compressor with the inlet port of each cylinder, an auxiliary exhaust airpipe 6,the purpose of which will'be hereinafter explained--a cylinder head 7 a steama and-water overflow pipe 8 leading out of said cylinder head, a cooling-fan 9 operated by a belt 10 turned by a pulley connected with the auxiliary shaft, and a plurality of lugs 11a, Figure 1, on each side of the motor casing, we

and on which the motor ismounted on to its motor-bed.

The detailedv construction of the cylinder head 7, Figure 1, is shown in Figure 4. The

upper portion of chamber 11, and numbered 44, is a steam dome, in the base of which water is present at a substantially constant level, as indicated. The chamber 12, immediately below, is a fuel reservoir. A fuel-heating device 13 is positioned in reservoir 12, this heater being of the electrFc-resistance type and electrically insulated from the cylinderhead block by suitable insulation 14. This heater is connected to a source of electricity at 15.

The fuel valve is shown at 16. Its operation will be hereinafter explained. The fuelinjector check valve 17 is shown with its plunger 18. The auxiliary-exhaust line 6 shown in elevation in Figure 1, is also indicated in Figure 4.

In the engine block on the exhaust-manifold side, and immediately below the cylinder head, there appears a pressure-relief hole 19, a relief valve 20, and a pressure-relief operating slide 21.

The exhaust manifold is shown at 22; and on the opposite side of the motor is shown the compressed air line 5, the valve therefor being shown at 24.

The injector-plunger 18' is operated by a connecting-rod 25 moved by the injector crank shaft, wh ch is illustrated in Figure 3 and numbered 26; it is driven by suitable gears 27 and 28, which in turn are driven by the main crank shaft 29 of the motor.

This main shaft 29 drives pistons 30 through connecting-rods 31 in the usual manner.

While it is intended to start the motor with the usual form of electric starting motor mounted integral with the motor unit, there is also provided, for emergency use, a hand crank removably connected to the motor at 32.

The air compressor 3, Figure 3, has its shaft 35 mounted upon suitable ball or roller bearings ositioned at 33 and 34 but not shown in the rawings. This shaft 35, to which the starting-crank connection 32 is keyed, has at its opposite end a small pinion gear 36 engaging an internal gear 37 keyed to the main crank shaft 29.

Mounted adjacent to the air compressor 3, and in connection therewith, is an air cleaner 38, Figure 3, substantially of the type now being used on automobiles for cleaning the air of impurities before permitting it to enter the motor.

The belt 10, Figures 1 and 3, for driving the fan 9, is driven in the usual manner by a pulley, preferably triangular in cross-section, keyed to an auxiliary, or pump, shaft, driven by the main shaft 29. This aux liary shaft, being no part of the invention, is not shown, but it serves to drive not only the fan, but the pump, generator, and other auxiliary equipment as well.

The fuel reservoir 12, Figures 3 and 4, communicates with the cylinders 39 through a valve 16, this valve being of the faucet type. As clearly shown in Figure 4, an opening connects the fuel reservoir 12 with this valve 16, and a second opening 23 communicates through a fuel passage to the fuel chamber 42 positioned on the top of the cylinder block and between each cylinder and its injector.

By means of this construction and the normal operation of the engine, the fuel is thus blown from its fuel chamber 42 at such a high temperature (about 1120 F.) as to be in a flamable condition into the hot (i. e. over 900 F.) compressed air in the combustion chamber, the communication between the fuel cavity 42 and the combustion chamber, being a slot as shown to the left of cavity 42 in Fig. 4. This operation, of course, takes place at the proper time and is aided by the small-plunger air compressor 18, there being one for each cylinder, these compressors being positively geared to, and working in conjunction with, the main crank shaft 29, as clearly disclosed in Figure 3.

The electric fuel heater 13, with its insulation 14 and electrical wire connection 15, is used to assure positive quick starting of the motor in cold weather, or with heavy fuel, or both. This heater, as shown, is immersed in the fuel stored in the fuel reservoir 12. It functions by aiding in heating and vaporizing the fuel, of whatever kind, which is stored in reservoir 12. It is insulated from the motor as shown at 14, and wired to a source of current, such as the usual automobile batteries, and is also wired to the dash-switch to be operable from that point. This heater is used for starting. When running, the fuel in the reservoir is always kept in a boiling state without the use of such a heater, by virtue of the reservoirs position, it being completely immersed in the cooling fluid of the engine, as shown in the steam-and-water chamber 11. For highest efficiency, the temperature of this water would be just below boiling, and would therefore exert a tremendous heating influence on the fuel which 7 it practically surrounds.

Since the motor is of the high-compression type, means have been devised to promote ease of starting and thus make unnecessary the use of a too powerful starting-motor, with its subsequent heavy drain on a large and cumbersome battery. This means includes a relief-valve 20 located near the top of the cylinders. This valve, which is normally closed, is operable from the dash of the automobile, for instance, like the ordinary form stroke, thus aiding the starter and giving at v the same time a richer starting mixture, since always there is the same amount of fuel metered by the faucet valve of the compressor-injector, and held in readiness in the fuel pocket.

Fig. 2, besides showing, in dotted lines, the connection between the main exhaust line 22 and the auxiliary exhaust line 6, shows the details of the operating mechanism of the fuel supply, the rocker arm 45 being rotatably mounted with its shaft 46, the end 47 of said arm being connected, through suitable mechanical means, such as a rod, to the steering wheel throttle, and the opposite end 48 normally held down-viz., in closed positionby means of a coiled spring 49. g

The operation of the motor is as follows:

1. The operator turns on the switch at the dash. This makes electrical contact with a source of current supply, and heats up. the fuel heater 13 which is immersed in the fuel reservoir 12.

2. After a brief interval to permit the fuel to become heated, the operator next pulls the compression relief rod, also on the dash. This lifts the valve 20 off its seat, permitting the escape of some of the compression in the cylinder head above the piston, and thus making for ease in starting, as well as eliminating, as

far as possible, the drain on the battery.

3. The operator next advances the throttle lever on the steering wheel to the startin notch, which permits just enough fuel tb be fed to the cylinders to keep the engine idling. 4. The operator then presses the starting motor pedal, making electrical contact between battery and starting motor, which turns the engine over and it starts. Immediately thereafter, the operator turns off the switch which supplies the current to the heater 13.- 5. The operator then immediately closes the pressure-relief valve 20, by means of its connection at the dash, and thereafter the engine will continue to operate as long as there is fuel available. 'In order to close down the engine, it is merely necessary to close the throttle entirely, thus shutting off the fuel supply. I

This explains the operation of the motor insofar as the work required to be performed by the operator is concerned. Now, as to the internal working of the motor The compression stroke of each piston, which is upward, compresses pure air only, to a gage pressure of perhaps 200 to 400 pounds per s uare inch. This raises the temperature o the air to perhaps 900 F.

Immediately after this operation, the timing being accomplished in some well-known manner, as, for example, through gears 27 and 28, the small plunger air-compressor 18 rises and compresses the inert gas in the chamber above to a high pressure, as, for instance, in the neighborhood of 750 pounds to the square inch. This immediately raises the temperatureof that inert gas to a very high degree, possibly well over 1200 degrees Fahrenheit, which temperature is easily above the ignition point of any fuel which it may be desired to use in the engine.

This compressed inert gas is held in check by a small ball check-valve 17, which permits the air to pass by only at the proper moment. Thus the fuel deposited in the fuel pocket 42 is injected into the cylinder only after the main piston has passed the dead center line.

The timing of this valve-opening changes slightly, and. automatically, as, the engine warms up, since the pressure in the compressor-injector increases through the increased heat and consequent expansion of the air admitted to the compressor. Thus the timing, or firing, of the motor is automatically advanced in the same manner thatit is accomplished through advancing the spark lever in the regular, type of automobile motor.

There is also provided a second small checkvalve 40, with a very light spring. This valve is positioned below the fuel valve 16. i

This permits'the fuel to pass into the fuel pocket 42, and also provides against its being blown back by the tremendous pressure of the. fuel injecting blast.

An important advantage ofthearrangement of this motor is the increased safety and ease of operation, due to the fact that the injector-compressors 18, one for each cylinder, are each fed by deador burned-air, piped through 6 to. each compressor, direct from the exhaust-manifold. This guards against possible pre-ignition, since the air will no longer burn or ignite; and the fuel being injected into the cylinder combustion chambers, which have previously become filled with pure and very high temperature air, will thus alone ignite and expand to give the power stroke of the motor.

Continuing the description of the internal operation of the motor, each-piston 30, when returning ,on the down stroke, will in the manner of the ordinary two-cycle motor, in time uncover exhaust openings or ports 41, Figures 3. and 4, thus permitting the escape of the burned and spent charge.

Almost at the same time, pistons 30 uncover another series of ports 43, Figure 4, these ports being on the opposite side of the motor from the exhaust ports 41 previously mentioned. They provide for the admission of pure air under slight pressure from the centrifugal air compressors 3.

The timing of these inlet ports is controlled by a simple rotary valve 24, the function of which is merely'to keep the unspent force of the exhaust gases from backing up against the compressor. This valve 24 is arranged to open only when the exhaust pressure is sufiiciently low to. prevent the above undesirable condition. At such point pure filtered and compressed air is admitted into the cyl is in effect a steam-dome.

inder, and this air not only displaces the burned gases, which escape through the exhaust outlets, but at the same time cools the inside of the cylinders. They are also arranged to be kept open after the closing of the exhaust ports for an appreciable interval, in order togive an initial supercharge of fresh air to the engine.

The metering of the fuel is effected by the degree of rotation of the faucet valve 16- that is, by bringing the corresponding opening of said valve more or less in full communication with the adjacent opening both in the fuel reservoir 12, and the fuel passage 23a, as shown. This simple arrangement eliminates many small parts, and permits full power to be delivered instantly.

The cylinder head 7, Figure 3, is designed with an upper chamber 44, Figure 4, which The purpose of this is to make the motor also adaptable for constant-temperature cooling with the aid of steam, thus guarding against over-heating and also insuring a quick warming-up of the motor, this feature being especially valuable.

in cold weather.

The water level in the cylinder head is kept at a constant height by the use of a small gear pump (not shown) mounted on the outside of the motor, and driven by the same auxiliary shaft as the generator, fuel pump, and also the full force-feet oil pump used for general lubrication throughout the motor.

The air compressor 3 located at the front end of the engine, and attached to it as a unit, is positively driven by spur gear 36 and internal gear 37, the latter gear being keyed direct to the main crank shaft 29 as previously explained. The capacity of the air compressor is so designed as to give a ratio of substantially five volumes of air in each cylinder in turn.

The air filter 38, of the usual type, is connected with the compressor andinsures long life to the motor.

- The rotary air valve 24 is driven in proper timed relation by a small sprocket (not shown) carriedat the rear end of the auxiliary shaft 26, and opposite to the end which carries spur gear 27.

Having now described the invention,what is claimed as new, and for which Letters Patent of the United States is desired, is:

1. The method of facilitating the starting of an internal combustion motor including, first, the pre-heating of the immediate fuel supply, and second, relieving the compression Within the cylinders, and enriching the mixture supplied to the cylinders, by means of diminishing the air. supply while maintaining constant the fuel supply.

2. The combination in an internal combustion motor having a plurality of cylinders, of means for pro-heating the fuel, said means comprising a fuel reservoir positioned in the 

